The maximum crosswind demonstrated during test flying of the aircraft is specified in the flight manual. If you choose to use a higher figure then feel free to be a test pilot. However, please check your insurance for the small print about using the aircraft for development testing.
When you have demonstrated the higher crosswind, please let the manufacturer know......they will either amend the flight manual or recomend that you have the aircraft checked due to undercarriage side load limitations.
I wonder which?
DFC,
OK, I've just done exactly that. Here is the main body of the letter (with my details removed):-
Customer Services
Cessna Aircraft Company
P.O. Box 7706
Wichita KS 67277
11th November 2007
Dear Sir/Madam,
I am the owner of a UK-based XXXXX, and I would very much appreciate your advice.
The POH for my aircraft state that it has a demonstrated crosswind landing velocity of 21 knots. Three days ago, I was forced to execute a landing with a crosswind component of around 28 knots.
I executed a crabbed approach followed by a wing-low landing, touching down the right main wheel first, then the left and finally the nose wheel having centralized the rudder. This seemed to work perfectly and is a technique I have used many times.
However, I have been advised by someone who claims to have vast knowledge and experience that I should inform you of this occurrence, as he feels that you will either wish to modify the POH for the aeroplane, or that you will now advise me to have the aircraft checked for “under-carriage side load limitations”.
Are either of these comments correct ? Or is what I did (as I believe) perfectly OK, because the demonstrated capability which is contained in the POH is not intended to be a limitation ?
I understand that any comments which you might make will be on a “without prejudice” basis, but I really would be grateful if you could help clarify this matter.
Many thanks,
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I will publish the reply.
FF
